Car-roof.



T. N. RUSSELL & J. W.BERNBAUM.

CAR ROOF. APPLICATiON FILED JULY I8. 1916. 1,202,104. V Patented Oct. 24,1916.

4 SHEETS-SHEET I.

attains T. N. RUSSELL & J. w. BERNBAUM.

CAR ROOF.

APPLICATION FILED JULY 18. 1916.

Patented Oct. 24, 1916.

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Tllllllll Thomas/Val)? a 9 :2 Jblzzz Mfiernaum- CAR ROOF.

APPLICATION FILE D JULY 18, 1916- Patented Oct. 24; 1916.

4 SHEETS SHEET 3.

3110211 Low Thamas Mai/zanifussefl 6H0: n: I, J

T. N. RUSSELL 6L1 W. BERNBAUM.

T. N- RUSSELL & J W. BERNBAUM.

- CAR ROOF.

APPLICATION FILED JULY I8 1916. 1,202,104, Patented Oct. 24,1916.

4 SHEETS-SHEET 4.

Russian. and JOHN W. BERNBAUM,

- UNITED STATES THOMAS NATHAN RUSSELL AND JOHN W. B

PATENT onFIcE. 1

ERNBAUM, or cnrcaoo, ILLINOIS, ASSIGN- OBS T CHICAGO-CLEVELAND GAR ROOFING COMPANY, OF CHICAGO, ILLINOIS, A

CORPORATION OF ILLINOIS.

1,202,104. Specification of GAR-ROOF.

Letters Patent.

Application filed July 18, 1916. Serial No. 109,974.

To all whom it may concern:

Be it known that we, THOMAS NATHAN residing at Chicago, in the county of Cook and State of Illinois, citizens of the United States, have invented a new and useful Improvement in Car-Roofs, of which the following is a specification.

The invention relates primarily to metal car-roofs of the type set forth in the Bus sell Patent 1,177,144, issued March 28, 1916, although it may be applicable to other carroofs. And it has for a main object the providing of a supplementary moisture-exeluding and sheet-edge stiffening sub-sheet underneath the sheet-edges transverse of the car, and dispensing with the necessity for an eaves-flashing under the eaves ends of the sheets and carlines; and the invention has for further objects such other improvement in structure or junction as may be found to obtain in the devices hereinafter described or claimed.

With such objects in view, the invention consists in the parts and combinations there of hereinafter set forth and claimed, with the'understanding that the several elements constituting the same may be varied in proportion and arrangement without departing from the nature and scope of the invention defined in the claims.

In order to make the inventionv more clearly understood thereare shown in the accompanying drawings means for carrying the same into practical efl'ect, without limit ing the improvements, in their useful applications, to the particular constructions which, for the purpose ofexplanation, havebeen made the subject of illustration.

In the said drawings :-Figure 1 is a plan view of a portion of a car roof embodying the invention. Fig. 2 is a side View of a portion of .the same, on an enlarged scale. Fig. 3 is a vertical transverse section of a little more than one-half of the roof on line IIIIII of Fig. 1. Fig. 4 is a similar sec tion on an enlarged scale of the eaves pork} tion of the roof. Fig. 5 is a longitudinal Q section, on a stilllarger scale of the ridge;

portion of the roof, taken on line V-V of/l one of the sub-sheets. tal section on line XI XI of Fig. 4. Fig.

. Patented Oct. 24, 1916.

Fig. 11 is a, h i n 2 12 is a perspective detail of an eaves end of one of the sub-sheets, and Fig. 13 a section I so, .i.

The construction roofsheets is or character:

dicates the of the roof frame and Referring to the drawings, 1 inside plates of the roof frame,

consisting of Z-bars. The top member of the Z-bar carline. attached tical ends or flanges of the roof sheets and carlines, f nd on the inside are attached the upper ends of the side sheathing; and'th'e lower member or flan e of the side plate ex tends outward beyond the other parts of the roof to'serve as a protecting means for the ends of the roof sheets and carlines and take the place of a fascia, or to form a place of attachment 'for the upper ends of the side braces of the car. i

2 indicates the side the side plates by bolts 3 (Fig. 3), and 4 is the ridge pole consisting perferably of a U-' shaped channel iron havingside flanges 6,

may be of the following li'. serves as a rest for the end of the i v To the vertical member or web are A 1 '1 on the outside the overlapping gsheathing attached to which are attached to the carlines by rivets 35 or other suitable spot-welding. The ends of the ridge pole are supported by end plates 5, through any suitable connection, one of such end plates being indicated at 5 in Figs. 3 and 6. At its ends the ridge pole is formed on its upper side with an offset '7 to receive the top flange 8 of the end plate and leave the top surface of the ridge pole and end plate coincident with the bottom 'surface'of the roof sheet (Fig. 6)!. Theridge. pole is attached to the flange 8 by rivets 18 which pass through the flanges 6.

The carlines are shown at 9, each formed means, such as electric upon an arc or curve and adapted to ex- "ridge pole 4. The body of the carline'consists of a horizontalweb 11, formed at its 'sides with upstanding flanges 12, which terminate in curved flanges 13 extending out Ward away from the carline in directions ongitudinal of the car, and then downward,- the said curved flanges 13 approximating a half circle in contour and extent. At its ends the carline terminates in vertical flanges 10 depending over and at the outer sides of the side plates, each of said flanges being perforated by a hole 17 for a rivet which secures the carline to the side plate. The flanges 12 and 13 terminate at the upper part of the flange 10, and in line with them the flange 1O confines the adjacent ends of the downturned eaves flanges of the roof sheets against the side plate 1, said flange 10 being recessed (Figs. 4 and 11) to fit over such sheet-flange ends.

14: indicates the purlins, one or more of which is or are arranged underneath the carlines and roof sheets and between the ridge pole and side plate, at each side of the car. The purlin is supported at its ends by the end plates 5, to which it is or may be attached by rivets. At these points the end of the purlin is fdrmed on its upper side with an offset to receive the top flange 8 of the end plate and leave the top surfaces of the purlin and end plate coincident with the bottom surface of the roof sheets, in the same manner as has been described with reference to the ridge pole. The purlin is or may be ofthe same form as the ridge pole, with side. flanges 19. The purlin is attached to each carline 9 by rivets which pass through the flanges 19 and through the web 11 of the carline. Electric spot-welding may be used for these attachments of the purlin or ridge pole, but it is preferred to use attaching means which can draw the purlin more or less toward or against the under side of the cal-line, to press the roof sheets fimly into place.

Each-end plate consists of an angle iron 5, L-shaped in cross section (Fig. 6) the top horizontal flange 8 of which is arched to conform to the contour of the roof and which supports the end portion of the end roof sheet 21. The inner transverse edge of this roof sheet is flanged, as hereinafter described with reference to the intermediate roof sheets, and its outer transverse edge isflanged down over the end fascia 22 as shown at 23 (Fig. 6). The side and end sheathing may be constructed with the boards running horizontally, or vertically, as may be preferred.

The carlines 9 are preferably formed by dies, from steel of suitable strength and malleability. At each end the carline has its bottom web 11 formedwith horizontal seats 26, the metal of the web being pressed downward out of the normal arc of the carlinc for such purpose. These seats 26 rest and fit on the top horizontal members of the side-plate Z-bars, to which they are secured by rivets 27.

28 is the roof sheet (Fig. 7) which is formed on an are or curve to correspond with the carlines and to extend across the car, over the ridge pole and over the side plates 1. At its ends it is formed with .de pending vertical flanges 29 which fit over and against the side plates 1, to which they are secured by bolts 30. The front and rear ends of the flanges 29 fit under the lateral recesses of the flanges 10 of the carlines. The body of the roof sheet is or may be suitably corrugated to increase its thickness and weight-sustaining capacity. Trans verse corrugations 31 are illustrated a1"- ranged in thespaces between carlines, and may be of suitable number. As shown in Fig. 1 the corrugations. are made relatively long so as to extend across the ridge pole and to a considerable distance at each side thereof. Along each side and extending substantially from side to'side of the car the roof sheet is formed with an S-flange 32 of such shape and extent that the lower bend orshoulder 33 may brace firmly against the flange 12 of the carline, and that the upper bend or shoulder 34: braces in the opposite direction tightly against the inner surface of the lip of the curved flange 13 of the carline (Fig. 5). The arrangement is such that the bottom surfaces of the roof sheet and of the carline are or may be flush with one another, both resting on the ridge pole, and on the purlins 14. I

37 is the running board (Figs. 2 and 3) the parts of which are connected by bolts with the horizontal flange of an angle iron 39. The vertical flange of the latter is secured by bolts or rivetsalO to the vertical legs of angle irons 41, and the feet of the latter are riveted at 42 directly to, the web plate 11 of the carline between the vertical flanges 12 of the latter. Such a connection as is above described is or may be effected between the running board and each of the carlines. The roof plates at the ends of the' sheets, but is a little wider than the base of the carlinc, and is arranged beneath the car'- line and beneath portions of the roof sheets.

It is of such shape as to conform with the 1 contour of the car roof and preferably extends as a single sheet from caves to caves of the roof, being formed at its ends with depcndingflanges 45 which fit against the outer faces of the side plates. Such a subshcet is provided under each ofthc carlines, and it is further formed with up-turned side joints between the carlincs and the roof I sheets. These flanges 46 are pressed down through which any seepage collected as above described may pass down to the out side of the car. The said sub-sheets are suitably held in place, preferably by riveting to the base flanges of the carlines, and are also supported by the longitudinal members of the roof, including the purlins when the roof comprises such members (Fig.

When the roof sheets are formed with trans verse corrugations 31 the flanges 46 of the sub-sheets are arranged to fit within said corrugations (Fig. 7) thus allowing the whole body of the sub-sheet to fit closely against the under sides of the roof sheets. The seats 26 of the carlines merely depress the middle portion of the sub-sheet underneath them, the thinner metal of the subsheet conforming or accommodating itself to such overlying portion of the eaves ends of the carline; and such depressing of the middle of the eaves ends of the sub-sheets, together with the tapered compressing of their lateral flanges as they approach the eaves, serves further to facilitate the drain age through the above mentioned spaces 47. The conformation of the eaves ends of the sub-sheets is best shown in the perspective view, Fig. 12.

IVhat is claimed is:

1. In a metal car-roof, in combination:

externally-exposed channel carlines having upwardly extending side-flanges and arched from side to side of the car; laterally-flanged and likewise arched metal roof-sheets en gaged with said carline-flanging and having their body portions substantially flush with the base of the carline-channels and provided with corrugations adjacent and parallel to the mutually engaged sheet and carline flanges; sub-sheets closely applied under the carline-channels and sheet-flanging and having upwardly and inwardly rebent edges engaged within the said sheet corrugations and having downwardly bent cottfianging extending over the car-side; and purlins secured under said sub-sheets and carlines and supporting said roof-sheets; substantially as specified.

2. A metal car-roof sub-sheet having upwardly and inwardly rebent lateral flanges and downwardly rebent end-Hanging, said lateral flanges being spaced above the main body of the sub-sheet and flattening down toward and into the end-Hanging portion thereof; said sub-sheet being adapted to be applied directly under the transverse carroof seams formed by mutually engaged carlqinss and roof-sheets; substantially as speci- 3. In a metal car-roof, in combination:

externally exposed metal carlines laterally flanged and projecting above the roof-level; and roof-sheets laterally jointed with said flanges, along the outer sides of the carlines: and sub-sheets having lateral upwardly and inwardly turned flanges and arranged underneath said carlines and spanning said joints and extending over the sides of the car; substantially as specified.

4. In a metal car-roof, in combination: externally-eXposed channel carlines having upwardly and outwardly extending sideflanges and arched from side to side of the car; laterally-flanged and likewise arched metal roof-sheets having their flanges compressed under said carline-flanging and having their body portions substantially flush with the base of the carline-channel; subsheets closely applied under the carlinechanncls and sheet-Hanging and tending to hold said sheet-flanges in compression under said carline-flanges; and longitudinal members secured under said sub-sheets and carlines and supporting said roof-sheets; substantially as specified.

In Eestimony whereof we have hereunto set or" hands, each in the presence of two subscribing witnesses.

THOMAS NATHAN RUSSELL. J OHN IV. BERNBAUM. Witnesses as to Thomas Nathan Russell:

G. WV. R001), R. C. DUDLEY. IVitnesses as to John'IV. Bernbaum G. IV. R001), HENRY Lovn CLARKE. 

